US20090173557A1 - Defined internal combustion engine operation in vehicles having a hybrid drive - Google Patents
Defined internal combustion engine operation in vehicles having a hybrid drive Download PDFInfo
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- US20090173557A1 US20090173557A1 US12/296,349 US29634907A US2009173557A1 US 20090173557 A1 US20090173557 A1 US 20090173557A1 US 29634907 A US29634907 A US 29634907A US 2009173557 A1 US2009173557 A1 US 2009173557A1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
- B60K6/485—Motor-assist type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/44—Drive Train control parameters related to combustion engines
- B60L2240/443—Torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2260/00—Operating Modes
- B60L2260/20—Drive modes; Transition between modes
- B60L2260/26—Transition between different drive modes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2270/00—Problem solutions or means not otherwise provided for
- B60L2270/10—Emission reduction
- B60L2270/14—Emission reduction of noise
- B60L2270/145—Structure borne vibrations
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/08—Electric propulsion units
- B60W2510/085—Power
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Power Engineering (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
- Various functionalities within a controller for internal combustion engines, such as diagnoses or adaptations, require defined operating states of the internal combustion engine, such as idling, or specific load/rotational speed profiles, in order to be able to run. If such operating states do not occur during a driving cycle, the functions are also unable to run.
- A method for operating a vehicle drive and a device for implementing the method are described in German Patent Application No. DE 10 2004 0445 507, filed on Sep. 15, 2004. A method for operating a vehicle drive is described, the vehicle drive having at least one internal combustion engine and at least one electric machine mechanically coupled to the at least one internal combustion engine as well as an energy accumulator actively connected to the electric machine and/or the internal combustion engine. The at least one internal combustion engine and the at least one electric machine generate a requested setpoint drive torque Msetpoint generally jointly. A requested optimal setpoint torque Mv, MVM setpoint opt of the internal combustion engine is limited to an optimized minimum torque MVM min opt above a minimum torque MVM min of the internal combustion engine and/or an optimized maximum torque MVM max opt below a maximum torque MVM max of the internal combustion engine. A rate of change of optimal setpoint torque MVM opt of the internal combustion engine is limited.
- In vehicles having a hybrid drive, one objective is to operate the internal combustion engine in the range of favorable efficiencies, to switch the internal combustion engine off when the vehicle is at a standstill or at low vehicle speeds and drive it electrically as well as to utilize braking energy through recuperation. In parallel hybrids, the torques of the internal combustion engine and the torques of one or a plurality of electric drives are added to a drive train torque. The electric drives may be connected, for example as starter generators to the belt drive or the crankshaft of the internal combustion engine. In modern internal combustion engines, various operating points may be problematic with regard to exhaust emissions and fuel consumption. In spark-ignited internal combustion engines, high torques may, for example require a departure from the stoichiometric air-fuel mixture; a full-power mixture enrichment may also be necessary to keep component temperatures within allowed limits. In order to set very low torques, it is customary to displace the ignition angle on the internal combustion engine in the retarded direction, which is also used to achieve derivative-action torque, in order, for example, to build up torque faster from idling. However, the ignition angle displacement brings reduced efficiency. In connection with overrun fuel cutoffs, increased nitrogen oxide emissions may arise due to surplus oxygen in the catalytic converter. Also, the operation of self-igniting internal combustion engines at high torques is expected to result in increased blackening rates and nitrogen oxide emissions; in contrast, operation of self-igniting internal combustion engines at low torques brings the risk that the catalytic converter will cool down.
- An object of the present invention is to set defined operating states of the internal combustion engine in a vehicle having a hybrid drive in a targeted manner, a requested drive train torque and a vehicle speed being simultaneously retained.
- According to the present invention, this object may be achieved in that the engine controller or the engine control unit of the internal combustion engine no longer waits for an occurrence of specific operating states of the internal combustion engine in order to allow specific functions to run such as, for example, diagnoses or adaptations, but instead it actively requests operating states, making it possible for specific functions to run. This procedure makes it possible, for example, to accelerate the running of diagnostic procedures or adaptation operations and in particular to avoid the interruption of an ongoing diagnostic procedure. To that end, functions of the engine controller or the engine control unit request advantageous operating conditions for the internal combustion engine which are set on the internal combustion engine and the at least one electric drive of a hybrid drive through suitable activations so that despite the running of the functions, a requested vehicle speed is maintained and a requested drive train torque is generated on the drive train of the vehicle having a hybrid drive, preferably a parallel hybrid drive.
- In general, a drive train, in particular that of a parallel hybrid drive of a vehicle, includes an internal combustion engine and at least one electric drive as well as a transmission and clutch. A separate control unit may be assigned to the internal combustion engine as well as to the electric machine and the transmission. Furthermore, a hybrid controller, for example a hybrid coordinator, is provided and coordinates the internal combustion engine, the at least one electric drive and the vehicle transmission. The engine controller or the engine control unit requests defined operating conditions for the internal combustion engine which are set by the hybrid coordinator by suitable activation of the at least one electric drive and the vehicle transmission in such a way that the requested drive train torque M_out is applied at a requested drive train rotational speed n_out. The requested drive train torque M_out or the requested drive train rotational speed n_out are set as a function of the speed of the vehicle, the tire diameter and the differential ratio.
- At a torque specified for the internal combustion engine, the hybrid coordinator may, for example, specify a torque for the at least one electric drive in such a way that a requested drive train torque M_out is applied. For setting the rotational speed of the internal combustion engine, the transmission controller, in an automatic transmission, for example, may change the currently selected gear step or the currently selected gear. At a constant vehicle speed, this results in a different rotational speed of the internal combustion engine, which is possibly closer to the default setting for its rotational speed.
- In view of the outlined technical problem, with respect to the possibility of running functions for diagnosis or for adaptation, information is necessary as to whether functions in question could run independently of a just randomly set operating point or a randomly set distribution of power. In order to activate the particular function, information is necessary as to whether an operating point suitable for running the function could be achieved by another distribution of power within the hybrid controller. Thus, all of the functions coming into question have the possibility of determining if a run is appropriate. Those diagnosis or adaptation functions which could run are able to signal their particular operating readiness to an operating state coordinator or a scheduler or request a release for the run.
- In a first embodiment variant, the hybrid coordinator constantly sends the operating range possible at a given time. Each function checks whether its requests are compatible with this possible operating range. Both the function and a scheduler for each function are able to perform this check. From the compatible functions, the scheduler then selects the one having the highest priority. This selected function sends the specific operating point request to the hybrid coordinator. The hybrid coordinator then changes the settings in such a way that the selected operating point of the internal combustion engine is reached within the hybrid drive. If the driving state changes, triggered for example by a driver request, in such a way that it is no longer possible to reach the requested operating point, the possible operating range is adjusted accordingly and the function in question stops its activities, if necessary.
- In another embodiment variant, the scheduler is able to determine the function having the highest priority. Using the possible operating points at which this function is able to run, the scheduler queries the hybrid coordinator whether this is possible. If the hybrid coordinator accepts this, the function is started and the corresponding operating point request of the function having the highest priority is activated. However, if the hybrid coordinator does not accept this, the scheduler may repeat its query with the operating parameters of another function.
- The advantage of these embodiment variants is that it is only necessary to expand the existing infrastructure on the internal combustion engine to an insignificant degree. Furthermore, the necessary interface(s) is or are for the most part generic. The interfaces are not tailored to special diagnosis or adaptation functions but instead may be used for a large number of functions. This eliminates the necessity of having a large number of interfaces available, which would be accompanied by additional implementation and wiring complexity.
- The present invention is explained in greater detail below with reference to the figures.
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FIG. 1 shows the components of a drive train of a parallel hybrid drive of a vehicle. -
FIG. 2 shows a first embodiment variant of a hybrid coordinator for querying possible operating states to be started referring to the internal combustion engine of the hybrid drive. -
FIG. 3 shows an embodiment variant of the representation according toFIG. 2 , an exchange with respect to possible and requested operating states occurring directly between the hybrid coordinator and a scheduler. -
FIG. 4 shows another embodiment variant of the hybrid coordinator shown inFIG. 3 having direct addressing of the scheduler and direct data exchange between the functions. -
FIG. 1 shows the components of a hybrid drive, in particular a parallel hybrid drive of a vehicle. - A
hybrid coordinator 10 has a connection with acontrol unit 12 for aninternal combustion engine 18 as well as a connection with a control unit 14 for at least oneelectric drive 20 as well as anothercontrol unit 16 for avehicle transmission 24. In the drawing shown inFIG. 1 , aninternal combustion engine 18 is rigidly coupled to at least oneelectric drive 20. Aclutch 22 which is indicated only schematically here is located between the at least oneelectric drive 20 andvehicle transmission 24. A clutch may also be situated betweeninternal combustion engine 18 and the at least oneelectric drive 20. Adrive shaft 26 extends on the power take-off side ofvehicle transmission 24 and transitions into a drive train of a vehicle having a hybrid drive, which is not shown in greater detail here. On the output side onvehicle transmission 24, a transmission output torque M_out and a transmission output rotational speed n_out are present. -
FIG. 2 shows a first example embodiment variant of a hybrid coordinator which is in connection with acoordinator 30 forinternal combustion engine 18. Ahybrid coordinator 10 supplies possible operating states 34 tocoordinator 30 ofinternal combustion engine 18.Coordinator 30 provides the information concerning possible operating states 34 via processed possible operating states 44 of afirst function 38 or afirst function block 38, an additionalsecond function 40 and athird function 42. Instead of the threefunctions FIG. 1 , a large number of additional functions, which are not shown in detail here, would also be possible. Furthermore,hybrid coordinator 10 sends atorque request 32 tocoordinator 30 ofinternal combustion engine 18. - Based on processed operating states 44 reported by
coordinator 30, each offunctions scheduler 50 via aflag B_sc 38,B_py 38 in the case offirst function 38. If functions or function blocks 38, 40, 42 have adirect access 48 to anoperating state coordinator 46, functions 38, 40, 42 may also activate their particular request in it. - Based on the information received via
flags B_sc 38 in the case offirst function 38,B_sc 40 in the case ofsecond function 40 andB_sc 42 in the case ofthird function 42, scheduler 50 (DSM) selects a function and informs the particular function selected fromfunctions flag B_sc 38,B_sc 40 orB_sc 42, each specific to a function. The function selected fromfunctions hybrid coordinator 10 viacoordinator 30.Hybrid coordinator 10 for its part then properly sets the torque distribution betweeninternal combustion engine 18 and the at least oneelectric drive 20 and changestorque request 32 directed tointernal combustion engine 18 according to the torque distribution. - If
hybrid coordinator 10 is unable to provide the desired operating state or is no longer able to do so, which may occur due to a driver request, possible operating states 34 are adjusted. A start/stop release may use simple function identifier FID_start or FID_stop, each of which is mutually exclusive. They are based on the decision within a start and stop release. - Different variations are possible as interfaces for the possible operating points. For example, they may be selected based on the maximum or minimum possible torque as well as a maximum and minimum possible rotational speed. It is possible, for example, to form a plurality of rotational speed/torque pairs which span an engine map surface. As an alternative to the discussed torques, the maximum and the minimum power of
internal combustion engine 18 may be entered in the operating points to be selected. - Since a momentary supply of torque is not adequate for many functions, it is also possible to provide information concerning how long this torque could be maintained at current boundary conditions. As an alternative, the maximum duration for the particular operating range may be provided as key data. An entirely reasonable expansion would be to inform
scheduler 50 of the associated priority in addition to the requested operating point. The priority information may be used inhybrid coordinator 10 to classify the urgency of the request and also to reject it. In the case of requested operatingstates 58 which are sent tohybrid coordinator 10, limited operating ranges may also be selected instead of only discrete operating points, which allowshybrid coordinator 10 greater decision-making latitude. -
Reference numeral 54 denotes a start/stop coordinator in the representation according toFIG. 2 .Scheduler 50 and operatingstate coordinator 46 are connected via abidirectional data exchange 56, it also being possible to activateoperating state coordinator 46 if necessary viadirect accesses 48 ofparticular functions -
FIG. 3 shows an alternative embodiment variant of the functionality of a hybrid coordinator shown inFIG. 2 . - As depicted in
FIG. 3 ,hybrid coordinator 10 sendstorque request 32 tocoordinator 30 ofinternal combustion engine 18. Bothhybrid coordinator 10 andcoordinator 30 ofinternal combustion engine 18 may be contained incontrol unit 12 ofinternal combustion engine 18. According to the embodiment variant of a hybrid drive controller shown inFIG. 3 ,hybrid coordinator 10 communicates directly withscheduler 50.Hybrid coordinator 10 sends possible operating points with respect to possible operating states 34 directly toscheduler 50, which, for its part, sends requested operatingstates 58 directly tohybrid coordinator 10 and is inbidirectional data exchange 56 with operatingstate coordinator 46. In contrast to the embodiment variant shown inFIG. 2 , each offunctions scheduler 50 via acorresponding flag B_pyt 38,B_pyt 40 orB_pyt 42 if the operating point matches.Scheduler 50 contains information concerning the possible operating points ofinternal combustion engine 18 sent byhybrid coordinator 10.Scheduler 50 selects from the threefunctions hybrid coordinator 10. - As an alternative to this procedure, it is also possible for each of
functions scheduler 50. - For the selected function, i.e., for which an operating point is present on which the
particular function scheduler 50 requests an operating state perrequest 58 fromhybrid coordinator 10. Ifhybrid coordinator 10 approves the request, the release will be sent to the function selected fromfunctions scheduler 50 via aflag B_sc 38,B_sc 40 orB_sc 42. Furthermore, according to the example embodiment variant shown inFIG. 3 , the physical operating readiness is sent toscheduler 50 viaflags B_py 38,B_py 40 and B_py42 by the functions or function blocks 38, 40, 42. - According to the example embodiment variant shown in
FIG. 3 , similar to the embodiment variant according toFIG. 2 , the functions or function blocks 38, 40 and 42 also havedirect accesses 48 to operatingstate coordinator 46. - Furthermore, each of the functions or function blocks 38, 40 and 42 is in connection with
stop release 52 via which, if necessary, a start or stop signal is sent to start/stop coordinator 54, if necessary via a signal CO Eng_stop.ENA. Viastop release 52, start/stop coordinator 54 and signal CO_stop, a control signal is given within a power split hybrid drive as to wheninternal combustion engine 18, for example, may be completely shut down. - In the example embodiment variant of the controller of a hybrid drive shown in
FIG. 3 , the priority of the sequence offunctions FIG. 3 , information regarding the urgency of the run offunctions hybrid coordinator 10, which in the case of the hybrid controller according toFIG. 2 is not yet taken into account. - While in the embodiment variant according to
FIG. 2 , processed possible operating states 36 are reported bycoordinator 30 tofunctions feedback 44, it is possible in another example embodiment variant shown in connection withFIG. 4 thatindividual functions -
FIG. 4 shows an embodiment variant that, in contrast to the embodiment variant shown inFIG. 1 , sends processed possible operating states to the scheduler through the functions themselves. - In the example embodiment variant shown in
FIG. 4 ,torque request 32 also goes fromhybrid coordinator 10 tocoordinator 30 ofinternal combustion engine 18. Viahybrid coordinator 10, consent signals 60 are sent toscheduler 50, from whichhybrid coordinator 10 in turn receives information concerning requested operating states 58. - In the example embodiment variant shown in
FIG. 4 , threefunctions flags B_py 38,B_py 40 andB_py 42. Also, in the example embodiment variant shown inFIG. 4 , the functions or function blocks 38, 40 and 42 send processed possible operating states 36 directly toscheduler 50. Furthermore, in the example embodiment variant of a hybrid drive controller shown inFIG. 4 , flagsB_pyt 38,B_pyt 40 andB_pyt 42 are sent directly to scheduler 50 (DSM) to indicate a run request at a given operating point. Scheduler 50 (DSM) selectsfunction state 48 fromhybrid coordinator 10. Since no information concerning a possible operating point is present in the example embodiment variant according toFIG. 4 ,hybrid coordinator 10 reports back to scheduler 50 (DSM) viaconsent 60 if the requested operating point is possible. If this is not possible, scheduler 50 (DSM) discards its decision and selects another function fromfunctions hybrid coordinator 10. As an alternative, information as to which possible operating points match aspecific function - The advantage of the example embodiment variant according to
FIG. 4 is that it is not necessary forhybrid coordinator 10 to calculate general ranges with respect to possible operating points. A decision withinhybrid coordinator 10 is made based on a specific operating point which is sent to it byscheduler 50 via requested operatingstates 58 for a specific function already selected. Accordingly,hybrid coordinator 10 only decides if aconsent 60 is possible in view of the vehicle's driving state. It may be appropriate to perform a plurality of attempts until a function running compatibly withinternal combustion engine 18 at the given operating states is determined fromfunctions - In the example embodiment variant shown in
FIG. 4 , the functions or function blocks 38, 40 and 42 are also in connection with operatingstate coordinator 46 via adirect access 48, operatingstate coordinator 46 also being inbidirectional data exchange 56 with scheduler 50 (DSM). The individual functions or function blocks 38, 40, 42 are also in connection withstop release 52 ofinternal combustion engine 18. The internal combustion engine sends a signal CO Eng_stop ENA to start/stop coordinator 54.
Claims (11)
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
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DE102006016810 | 2006-04-10 | ||
DE102006016810A DE102006016810A1 (en) | 2006-04-10 | 2006-04-10 | Defined internal combustion engine operation on vehicles with hybrid drive |
DE102006016810.0 | 2006-04-10 | ||
PCT/EP2007/052718 WO2007115917A1 (en) | 2006-04-10 | 2007-03-22 | Defined internal combustion engine operation for vehicles with hybrid drive |
Publications (2)
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US20090173557A1 true US20090173557A1 (en) | 2009-07-09 |
US8167066B2 US8167066B2 (en) | 2012-05-01 |
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US12/296,349 Active 2029-04-21 US8167066B2 (en) | 2006-04-10 | 2007-03-22 | Defined internal combustion engine operation in vehicles having a hybrid drive |
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US (1) | US8167066B2 (en) |
EP (1) | EP2007612B1 (en) |
JP (1) | JP2009533268A (en) |
KR (1) | KR101085758B1 (en) |
CN (1) | CN101415592A (en) |
DE (2) | DE102006016810A1 (en) |
WO (1) | WO2007115917A1 (en) |
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DE102007050771A1 (en) * | 2007-10-24 | 2009-05-07 | Zf Friedrichshafen Ag | Automobile control system |
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US8630776B2 (en) * | 2007-11-04 | 2014-01-14 | GM Global Technology Operations LLC | Method for controlling an engine of a hybrid powertrain in a fuel enrichment mode |
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Also Published As
Publication number | Publication date |
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EP2007612B1 (en) | 2010-09-01 |
DE102006016810A1 (en) | 2007-10-11 |
KR101085758B1 (en) | 2011-11-21 |
US8167066B2 (en) | 2012-05-01 |
WO2007115917A1 (en) | 2007-10-18 |
JP2009533268A (en) | 2009-09-17 |
KR20080108125A (en) | 2008-12-11 |
DE502007004926D1 (en) | 2010-10-14 |
CN101415592A (en) | 2009-04-22 |
EP2007612A1 (en) | 2008-12-31 |
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